JP5780581B2 - Pressure control valve for common rail fuel injection control system - Google Patents

Pressure control valve for common rail fuel injection control system Download PDF

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Publication number
JP5780581B2
JP5780581B2 JP2010293208A JP2010293208A JP5780581B2 JP 5780581 B2 JP5780581 B2 JP 5780581B2 JP 2010293208 A JP2010293208 A JP 2010293208A JP 2010293208 A JP2010293208 A JP 2010293208A JP 5780581 B2 JP5780581 B2 JP 5780581B2
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pressure
valve
fuel injection
common rail
valve seat
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JP2012140880A (en
Inventor
久保 賢一
賢一 久保
孝夫 宮脇
孝夫 宮脇
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ボッシュ株式会社
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    • YGENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02TCLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00Road transport of goods or passengers
    • Y02T10/10Internal combustion engine [ICE] based vehicles
    • Y02T10/12Technologies for the improvement of indicated efficiency of a conventional ICE
    • Y02T10/123Fuel injection

Description

  The present invention relates to a pressure control valve used in a common rail fuel injection control device, and more particularly to an improvement in control characteristics.

  Conventionally, as a fuel injection control device for an internal combustion engine such as a diesel engine, a fuel is pressurized by a high-pressure pump, and is pumped and stored in a common rail as an accumulator, and the accumulated high-pressure fuel is supplied to the injector. A number of common rail fuel injection control devices that enable high-pressure fuel injection to the internal combustion engine by the above-mentioned are used.

In such a common rail type fuel injection control device, a pressure control valve is provided between the return path for returning surplus fuel of the common rail to the fuel tank and the common rail, and is used for rail pressure control as one means of rail pressure control. It has become a thing.
Such a pressure control valve generally has an operating characteristic in which the valve opening decreases as the energization current increases. In this case, the rail pressure is controlled so as to increase with the increase in the energization current to the pressure control valve. It has become.

  By the way, in a vehicle such as a truck in which a so-called limp home travel mode is desired, it is necessary to ensure a minimum travel state even in a state where current cannot be supplied due to, for example, disconnection of the current supply system of the pressure control valve. Therefore, the operation characteristics of the pressure control valve are such that, contrary to the above, those having reverse characteristics such that the valve opening decreases with increasing energizing current (for example, patents) Reference 1 etc.).

JP 2003-332067 A (page 4-9, FIG. 1 to FIG. 10)

However, when the pressure control valve having the reverse characteristics as described above is used, when the engine is started without energizing the pressure control valve, the rail pressure rises more than necessary, causing a large physical damage to the hydraulic system. There is a possibility of inviting a situation.
In addition, when the engine is started, the valve opening of the pressure control valve is suddenly increased to obtain the required rail pressure. The movable part provided to be displaceable by the generated magnetic force overshoots from the original movable position, and the movable part is attracted to the suction part at a position where the valve opening becomes maximum, and the rail pressure is more than necessary. In the end, the fuel condition in the engine deteriorates and may lead to misfire.

  The present invention has been made in view of the above circumstances, and provides a pressure control valve for a common rail fuel injection control device that can ensure an appropriate valve opening pressure when the engine is started even in a non-energized state. .

In order to achieve the above object of the present invention, a pressure control valve for a common rail fuel injection control device according to the present invention comprises:
The pressure for the common rail fuel injection control device configured to be able to control the pressure of the high-pressure fuel flowing from the inflow passage where the valve seat is formed to the outflow passage so that the valve body can be pressed in the valve seat direction by energizing the exciting coil. A control valve,
A pressure spring that presses the valve body in the valve seat direction is provided, and the pressure spring is configured to release the valve body from the valve seat when the pressure of the high-pressure fuel flowing from the inflow passage exceeds a predetermined low pressure. while the initial set load that allows the separation is ing been set,
The magnetic material provided with the exciting coil has a magnetic hysteresis characteristic, and the magnetic hysteresis characteristic is a pressing force that presses the valve body against the valve seat when a current passing through the exciting coil is in a predetermined small current region. There is a dead zone that does not generate pressure, and the range of the dead zone corresponds to the range in which the rail pressure is determined by the initial set load, and in the region where the self-fault diagnosis of the electronic control unit used for vehicle operation control is executed. It is selected to correspond .

According to the present invention, an appropriate valve opening pressure can be ensured even when the pressure control valve is in a non-energized state at the time of starting the engine, so that the rail pressure is set to a minimum necessary level that enables so-called limp home travel. There is an effect that it can be held.
Further, according to the present invention, the valve element is pressed in the valve seat direction by the initial set load by the pressing spring, so that even if the pressure control valve is not energized at the time of engine start, the valve is fully opened and the rail The pressure does not inadvertently increase to a high pressure, and damage to the components of the high pressure system due to sudden exposure to high pressure can be avoided reliably, making it more reliable and safer than before. Rail pressure control can be provided.
In addition, the direction in which the valve body is pressed by the electromagnetic force generated by the exciting coil and the direction in which the valve body is pressed by the pressing spring are the same direction. It is possible to extend the life.

It is a block diagram which shows the structural example of the common rail type fuel-injection control apparatus with which the pressure control valve in embodiment of this invention is used. It is a longitudinal cross-sectional view of the pressure control valve in embodiment of this invention. FIG. 3A is a characteristic diagram showing an example of magnetic hysteresis characteristics of a main body member used for a pressure control valve in an embodiment of the present invention, and FIG. 3A is a characteristic diagram showing an example of magnetic hysteresis characteristics of a conventional main body member. FIG. 3B is a characteristic diagram showing a BH characteristic example of the electromagnetic coil housing member used for the pressure control valve in the embodiment of the present invention. It is a characteristic line figure which shows the relationship between the energization current of the pressure control valve in embodiment of this invention, and holding rail pressure.

Hereinafter, embodiments of the present invention will be described with reference to FIGS. 1 to 4.
The members and arrangements described below do not limit the present invention and can be variously modified within the scope of the gist of the present invention.
First, a configuration example of a common rail fuel injection control device in which a pressure control valve according to an embodiment of the present invention is used will be described with reference to FIG.
The common rail fuel injection control device includes a high pressure pump device 50 that pumps high pressure fuel, a common rail 1 that stores the high pressure fuel pumped by the high pressure pump device 50, and high pressure fuel supplied from the common rail 1 to the engine 3. A plurality of fuel injection valves 2-1 to 2-n that inject and supply to the cylinders, and an electronic control unit that executes a fuel injection control process, a rail pressure offset control process (to be described later), and the like (denoted as “ECU” in FIG. 1) 4 is configured as a main component.
Such a configuration itself is the same as the basic configuration of this type of fuel injection control apparatus that has been well known.

The high-pressure pump device 50 has a known and well-known configuration in which the supply pump 5, the metering valve 6, and the high-pressure pump 7 are configured as main components.
In this configuration, the fuel in the fuel tank 9 is pumped up by the supply pump 5 and supplied to the high-pressure pump 7 through the metering valve 6. As the metering valve 6, an electromagnetic proportional control valve is used, and the amount of energization is controlled by the electronic control unit 4, so that the flow rate of fuel supplied to the high-pressure pump 7, in other words, the discharge of the high-pressure pump 7. The amount is to be adjusted.

A return valve 8 is provided between the output side of the supply pump 5 and the fuel tank 9 so that surplus fuel on the output side of the supply pump 5 can be returned to the fuel tank 9. .
The supply pump 5 may be provided separately from the high-pressure pump device 50 on the upstream side of the high-pressure pump device 50 or may be provided in the fuel tank 9.
The fuel injection valves 2-1 to 2-n are provided for each cylinder of the engine 3, and are supplied with high-pressure fuel from the common rail 1, and perform fuel injection by injection control by the electronic control unit 4. Yes.

The common rail 1 of the present invention is provided with an electromagnetic pressure control valve 11 in a return passage (not shown) for returning surplus high-pressure fuel to the tank 9, and is used together with the metering valve 6 to control rail pressure. It is like that.
In the embodiment of the present invention, appropriate rail pressure control is realized by changing the operation states of the metering valve 6 and the pressure control valve 11 in accordance with the operation state of the engine 3.

The electronic control unit 4 has, for example, a microcomputer (not shown) having a known and well-known configuration, a storage element (not shown) such as a RAM and a ROM, and a fuel injection valve 2- A drive circuit (not shown) for driving 1 to 2-n and an energization circuit (not shown) for energizing the metering valve 6 and the pressure control valve 11 are configured as main components. It has become a thing.
In the electronic control unit 4, the pressure of the common rail 1, the engine speed, the accelerator opening, the fuel temperature, and the like are detected and input by sensors (not shown) suitable for each, and the operation control and fuel injection control of the engine 3 are performed. It is to be offered to.

FIG. 2 is a longitudinal sectional view showing a configuration example of the pressure control valve 11 in the embodiment of the present invention. Hereinafter, the configuration of the pressure control valve 11 will be described with reference to FIG.
The pressure control valve 11 according to the embodiment of the present invention is a main body in which an excitation coil 33, a valve rod 34, and the like (details will be described later) are provided in a housing 23 in which an inflow passage 21 and an outflow passage 22 are formed. A part of the member 24 is accommodated.

The housing 23 is formed with a hollow portion 25 penetrating substantially in the center in the longitudinal axis direction (up and down direction in FIG. 2). The hollow portion 25 includes a first hollow portion 25a having a large diameter and a smaller diameter than the first hollow portion 25a. The first hollow portion 25a accommodates a part of the main body member 24, that is, a circulation portion 31 described later.
The housing 23 is formed with an outflow passage 22 that communicates with the first hollow portion 25a and opens to the outside in a direction orthogonal to the first hollow portion 25a.
Although not shown, the inflow passage 21 is connected to the common rail 1, while the outflow passage 22 is communicated with the tank 9 via a connection pipe (not shown).

  On the other hand, the main body member 24 made of a magnetic material has a flow part 31 in which a communication part 36 that connects the inflow passage 21 and the outflow path 22 is formed and a part in which the communication part 36 is formed, as will be described later. The excitation portion 32 is configured to be broadly divided into an excitation portion 32 that extends on the opposite side and has a larger diameter than the circulation portion 31.

The central portion of the main body member 24 has a shaft hole 35 in which the valve rod 34 is slidably disposed along the longitudinal axis direction (vertical direction in FIG. 2), and a communication portion having a larger diameter than the shaft hole 35. 36, and a sheet fitting portion 37 having a diameter larger than that of the communication portion 36 and the inflow passage 21 is formed so as to communicate with each other in order from the exciting portion 32 side.
In the housing 23, a sheet member 38 is provided between the main body member 24 and the inflow passage 21 so that a part of the sheet member 38 can be fitted into the sheet fitting portion 37. .

The sheet member 38 includes a large-diameter sheet portion 38a fitted to the sheet fitting portion 37 of the main body member 24, and a small-diameter sheet portion 38b formed with a smaller diameter than the large-diameter sheet portion 38a. Is provided so as to protrude into the inflow passage 21.
A through hole 39 is formed in the central portion of the seat member 38 so as to penetrate the small diameter seat portion 38b from the large diameter seat portion 38a, and a valve seat 40 is formed in the opening portion on the large diameter seat portion 38a side. It has been formed. The through hole 39 has an end portion on the valve seat 40 side communicating with the communication portion 36, and the other end portion communicating with the inflow passage 21.

  On the other hand, an annular groove 41 is formed in the excitation part 32 of the main body member 24 so as to open the end of the main body member 24 so as to surround the shaft hole 35, and the excitation coil 33 is embedded. Yes. A circumferential wall 42 having an appropriate length in the longitudinal axis direction (the vertical direction in the drawing in FIG. 2) is formed in the circumferential direction on the outer peripheral edge of the excitation portion 32. The other surface of the excitation portion 32 and the circumferential wall are formed. A portion surrounded by 42 accommodates a locking member 44, a pressing spring 45, and a spring cover member 46, which will be described later.

The valve rod 34 has a spherical valve element 43 formed at one end, and the other end protrudes from the shaft hole 35 in a state where the valve element 43 is seated on the valve seat 40. It is the length to do. In the embodiment of the present invention, the length of the valve stem 34 in the longitudinal axis direction (the vertical direction in FIG. 2) is set to be relatively longer than that of the prior art. This is to increase the friction when sliding in the shaft hole 35 by making it longer than in the prior art, making it difficult for the energizing current of the exciting coil 33 to slide within a weak range.
A roughly disc-shaped locking member 44 is attached to a portion of the valve stem 34 protruding from the shaft hole 35. The locking member 44 is made of a magnetic material, and is attracted to the exciting coil 33 side when the exciting coil 33 is energized.

  A boss portion 44a is formed to protrude from the center portion of the locking member 44 on the surface opposite to the shaft hole 35, and a pressing spring 45 is partially covered on the boss portion 44a. The pressing spring 45 is pressed toward the valve seat 40 as described below.

That is, the spring cover member 46 has an overall outer shape formed in a generally disc shape, and a spring locking recess 47 is provided in the central portion. In this state, the outer peripheral edge of the surface of the spring cover member 46 opposite to the locking recess 47 is caulked near the end of the peripheral wall 42 and fixed. ing.
In addition, in a state where the valve body 43 is seated on the valve seat 40, a slight distance is secured between the locking member 44 and the spring cover member 46. The displacement of the valve stem 34 toward the spring cover member 46 when it is separated from 40 can be secured.

  In such a configuration, the high-pressure fuel from the common rail 1 flows into the through hole 39 from the inflow passage 21, but has a higher pressure than the pressing force by which the valve body 43 is pressed toward the valve seat 40 via the valve rod 34 as will be described later. When the pressure of the fuel increases, the valve body 43 moves away from the valve seat 40, and the high-pressure fuel flows into the communication portion 36, and further reaches the outflow passage 22 to the fuel tank 9 via the return passage (not shown). Fuel will be returned. That is, the high-pressure fuel is circulated from the inflow passage 21 to the outflow passage 22.

Here, the initial set load of the pressing spring 45 and the magnetic hysteresis characteristics of the main body member 24 in the embodiment of the present invention will be described.
First, the initial set load of the pressing spring 45 will be described.
The pressure spring 45 in the embodiment of the present invention has an initial set load in a state where the excitation coil 33 is not energized, and when the engine 3 is started, the high-pressure fuel from the common rail 1 is supplied to the valve body 43. When the valve is opened from the valve seat 40 against the pressing force (spring force) that pushes the valve seat 40 toward the valve seat 40 side, a minimum rail pressure that enables the vehicle to travel can be secured. It has been set to be. Further, it is preferable that the minimum rail pressure is set to a value lower than the rail pressure during idling control.

On the other hand, the main body member 24 made of a magnetic material has magnetic hysteresis characteristics as described below.
That is, as shown in FIG. 3B, the magnetic hysteresis characteristic of the main body member 24 has a larger area surrounded by the magnetic hysteresis curve as compared with the conventional case (see FIG. 3A). ing. In other words, the magnetic hysteresis characteristics of the main body member 24 have larger values than the conventional ones in both residual magnetism and holding force.

As a result, while the magnitude of the magnetic field H generated by energization of the exciting coil 33 is the magnitude of the magnetic field H inside the magnetic hysteresis curve of the main body member 24 shown in FIG. The magnetic energy thus becomes a hysteresis loss, and does not generate an electromagnetic force that displaces the valve rod 34 toward the valve seat 40, which is a dead zone. As a result, in this state, the rail pressure that can be controlled only by the pressing spring 45 is determined. Specifically, as described above, the rail pressure is set to the initial set load of the pressing spring 45. It will be held at the corresponding pressure.
Therefore, it is preferable that the range of the dead zone in which no electromagnetic force is generated by energization of the excitation coil 33 corresponds to the range in which the rail pressure due to the initial setting load of the pressing spring 45 is determined.

Next, when the magnitude of the magnetic field H generated by energization of the exciting coil 33 exceeds the magnitude of the magnetic field H inside the magnetic hysteresis curve of the main body member 24 shown in FIG. Correspondingly, an electromagnetic force that displaces the valve stem 34 in the direction of the valve seat 40 is generated, and becomes a pressing force for pressing the valve body 43 in the direction of the valve seat 40 together with the pressing force due to the initial set load by the pressing spring 45. Therefore, the rail pressure (holding rail pressure) required for the high-pressure fuel flowing into the inflow passage 21 to push up the valve body 43 from the valve seat 40 and keep the valve open state increases.
In the embodiment of the present invention, the energization drive to the exciting coil 33 is performed by so-called PWM (Pulse Width Modulation) control as in the conventional case.

As a result, the relationship between the energizing current of the pressure control valve 11 and the holding rail pressure in the embodiment of the present invention is as shown in FIG.
That is, as a whole, the characteristic curve is such that the holding rail pressure increases as the energization current to the exciting coil 33 increases. However, when the energization current is in a predetermined small current region, that is, until the predetermined current IH is exceeded. 4 is a range in which no electromagnetic force is generated by energization of the exciting coil 33 due to the magnetic hysteresis loss of the main body member 24 as described above, which is a dead zone. ing.

However, since the minimum holding rail pressure PS is ensured by the initial setting load of the pressing spring 45 described above, the change in the holding rail pressure with respect to the energization current is continuous at first glance as shown in FIG. The changing characteristics are ensured.
Therefore, for example, even when the energization of the exciting coil 33 becomes impossible due to failure of the energization circuit or disconnection of the electric wire for energization, the rail pressure becomes the rail pressure PS that enables so-called limp home travel. Since it is held, limp home travel is possible.

In addition, in FIG. 4, in a recent vehicle in which the excitation current indicated by the symbol A is relatively small and the rail pressure is relatively low, the vehicle operation control is performed by electronic control. Some of the electronic control units used for vehicle operation control are set in an area where self-diagnosis diagnosis is performed. In such a vehicle, rail pressure control is virtually impossible. ing.
However, when the pressure control valve 11 in the embodiment of the present invention is used, the minimum rail pressure necessary for vehicle travel is ensured as described above, so that rail pressure control is substantially possible. It will be a thing.

  Suitable for common rail fuel injection control devices where further reliability and safety of rail pressure control is desired.

DESCRIPTION OF SYMBOLS 1 ... Common rail 11 ... Pressure control valve 21 ... Inflow passage 22 ... Outflow passage 33 ... Excitation coil 45 ... Pressing spring 40 ... Valve seat 43 ... Valve body

Claims (3)

  1. The pressure for the common rail fuel injection control device configured to be able to control the pressure of the high-pressure fuel flowing from the inflow passage where the valve seat is formed to the outflow passage so that the valve body can be pressed in the valve seat direction by energizing the exciting coil. A control valve,
    A pressure spring that presses the valve body in the valve seat direction is provided, and the pressure spring is configured to release the valve body from the valve seat when the pressure of the high-pressure fuel flowing from the inflow passage exceeds a predetermined low pressure. while the initial set load that allows the separation is ing been set,
    The magnetic material provided with the exciting coil has a magnetic hysteresis characteristic, and the magnetic hysteresis characteristic is a pressing force that presses the valve body against the valve seat when a current passing through the exciting coil is in a predetermined small current region. There is a dead zone that does not generate pressure, and the range of the dead zone corresponds to the range in which the rail pressure is determined by the initial set load, and in the region where the self-fault diagnosis of the electronic control unit used for vehicle operation control is executed. common rail fuel injection control device for a pressure control valve, characterized in der Rukoto those selected corresponding manner.
  2.   2. The pressure control valve for a common rail fuel injection control device according to claim 1, wherein the initial set load is set to a magnitude that enables securing of rail pressure that enables limp home travel.
  3.   The dead zone of the exciting coil made of a magnetic material is set corresponding to a range in which the pressure of the high-pressure fuel that enables the valve body to be separated from the valve seat is determined by the initial setting load of the pressing spring. 3. The pressure control valve for a common rail fuel injection control device according to 2.
JP2010293208A 2010-12-28 2010-12-28 Pressure control valve for common rail fuel injection control system Active JP5780581B2 (en)

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Publication number Priority date Publication date Assignee Title
FR3009344B1 (en) * 2013-07-31 2015-08-07 Delphi Technologies Holding Integrated arrangement of a high pressure valve and an injection ramp
FR3082958A1 (en) * 2018-06-20 2019-12-27 Robert Bosch Gmbh Pressure regulator for common ramp and common ramp equipped with such a pressure regulator

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JPH10288110A (en) * 1997-04-17 1998-10-27 Mitsubishi Motors Corp Controller for diesel engine
WO2000049283A2 (en) * 1999-02-17 2000-08-24 Ilija Djordjevic Variable output pump for gasoline direct injection
IT1308779B1 (en) * 1999-07-02 2002-01-10 Elasis Sistema Ricerca Fiat of the delivery pressure regulating device of a pump, forexample, for feeding fuel to an internal combustion engine
JP3788112B2 (en) * 1999-07-09 2006-06-21 国産電機株式会社 Speed control device for internal combustion engine
JP3885652B2 (en) * 2002-04-26 2007-02-21 株式会社デンソー Accumulated fuel injection system
JP3941667B2 (en) * 2002-11-07 2007-07-04 株式会社デンソー Accumulated fuel injection system
JP2006299855A (en) * 2005-04-18 2006-11-02 Denso Corp Fluid control valve
JP4193823B2 (en) * 2005-07-29 2008-12-10 株式会社デンソー Valve device
JP4591390B2 (en) * 2006-03-27 2010-12-01 株式会社デンソー Pump fault diagnosis device
DE102006020692A1 (en) * 2006-05-04 2007-11-08 Robert Bosch Gmbh Pressure control valve with emergency drive and ventilation function
JP2008031943A (en) * 2006-07-31 2008-02-14 Denso Corp Common rail type fuel injection system
JP4780137B2 (en) * 2008-04-21 2011-09-28 株式会社デンソー High pressure fuel control device

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